Gas-engine.



. Patented May 29, |900.1

AJ. S. LOSCH.-

G A S E N G l N E.

(Application filed Oct. 4, 1899.)

2 Shects--Sheet I.

(No Model.)

THE Nunm's vcrz'ns om moro-Lino., wAsmNGromu. c.

Patented. May 29, |900..

J. S. LUSIIH.A

GAS ENGINE.

(Application filed Oct.`4, 1899.)

2 Sheets-Sheet 2.

@Hoznm (No Model.)

WW1/tabaco MTE v*RATES4 JOHN S. LOSC-, OF SCI-IUYLKILL HAVEN, PENNSYLVANIA.

@As-encas.

sEcrcAro forming part of Letters Patent No. 650,789, dated. May 29, 1900.

Application met 06mm, 1399. saturo. 732,556. (Nomina.)

To @ZZ whom, rf/,may concern.'

Be it known that I, JOHN S. LOSCH, a resident of Schuylkill Haven, in the county of Schuylkill and State of Pennsylvania, have invented certain new and useful Improvements in Gas-Engines; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it pertains to make and use the saine.

My invention relates to an improvement in gas-engines, having special relation to that class of` engines in which the piston is designed to receive an impulse at every stroke, the object of the invention being to simplify and cheapen the cost of manufacture of such engines without sacrificing any material advantage. v

The invention consists in the construction hereinafter described and pointed out.

In the accompanying drawings, Figure 1 is a plan of my improved engine. Fig. 2 is a transverse section on line 2 2 of Fig. 1. Fig. 3 is a transverse section on line 3 3 of Fig.' 1. Fig. 4 is an enlarged elevation of the cylinder and cooperative parts. section on line 5 5, Fig. 1. vation showing the levers for' automatically controlling the oil-inlet and sparker. Fig. 7 is a perspective `of the sparking-lever. Fig. S isa perspective of the cam for operating the oil-inlet and sparking levers. Fig. 9 is a perspective of the governor. Fig. 10 is a section of the oil-regulating valve. sectional View illustrating the roller for coperation with the sparking-cam, and Fig. 12 is a section of the contact-point and support in place. Fig. 13 is a view of the operatingcam developed.

1 is an ordinary engine-bed, on one end of which is suitably mounted a jacketed cylinder 2, the opposite end of the bed supporting the main shaft 3, as is usual. The cylinder is provided with an exhaust-port 4, and the followers 5 within the cylinder are preferably of the ordinary double construction, so arranged with relation' to the exhaust-port as not to uncover the latter except on the forward stroke. A port G near the forward end of the cylinder communicates with a chamber 7 ,-7

in which are arranged inlet and outlet valves 8 and 9 to provide air-pressure, as hereinafter Fig. 5 is an enlarged Fig. 6 is an ele-A described. The chamber through a pipe 10, communicates with an air-tank 11, suitably supported at one side of the cylinder. At the rear end of the cylinder is secured the mixing-chamber 12 and ignition-chamber 13, both preferably within a single inclosure 14, a gravity-valve 15 separating them. A pipe 16, leading from the air-tank 1 1, leads into the mixing-chamber, and the latter is also in communication with an oil-supply, (not shown,) and a small pipe 17 also leads from the airtank 11 onto the surface of the oil-supply to cause ready iiow, as is usual.

Fixed on the main shaft 3 is agovernor 18, the weights of which are caused to move in f unison, as usual.

19 is a cam-Wheel preferably formed integral with the sleeve carrying the governor and having a cam-flange 20, cut away at 21 to form a depression for operation of a rockshaft 24, hereinafter described. The iiange has a projecting portion or ridge 22, also serving to operate the rock-shaft, which ridge gradually approaches the normal plane of the e cam-flange and ends about diametrically oppositey the depression 21 in a more pronounced incline than the remainder of the ridge. Within the plane of the cam-flange and adjacent the end of the ridge is secured a camstrip 23, ending a short distance beyond the end of the ridge and forming an abrupt edge, voff which the `roller`26 on the end of the rockshaft rides in operation, as hereinafter described.

The cam-wheel adjacent the depression 2l in the cam-flange is cut out at 19', and'to the lower end of one of the governor-Weights is secured what I term a guard-plate 21', so as to normally rest within the cam-flange 20, the pins securing it to the governor passing throughthe opening 19. This guard-plate is so shaped as to fill the depression 21 when the governor operates to move it outward to the cam-flange.

24- is a rock-shaft supported by the engine'- bed and carrying at its outer end a right-angled lever 25, the end of which carries a roller 26, adapted to rest against the flange 2O of cam-wheel 19. A cam-lever 27 at the rear IOO the cam-lever is inoperative by a spring 2S, secured at one end to the forward support of the rock-shaft 24, encircling the shaft, and secured at the other end to a collar 20, adjustably secured on the shaft by a set-screw. By turning the collar the spring 2S will put the rock-shaft under torsional strain and more accurately insure the roller 2G following the irregularities of the cam-flange 20. The rear end of the rockshaft, which is adjacent the mixing and ignition chambers, is provided with two radial arms 30 31.

2 and 32' represent levers having radial arms 33, Si, 33', and 34E', respectively. These levers project through suitable openings, one, 32, in the mixing-chamber and one, 32', in the ignition-chamber, so that arms 33 and 33 are outside the chambers and arms Si and 34E are within the chambers. The arms 30 3l on the rock-shaft engage the arms 33 and 33on the levers from beneath, arm 30 also having a spring bearing on top of the arm 33, with which it engages, while the arm 353 is provided with a similar spring SG, which bears on the arml 3l of the rock-shaft. The inner arms Si 3i' of the levers bear, respectively, on a contact-point 37 within the ignitionchamber and on an oil-outlet orifice 3S within the mixing-chamber.

In operation, assuming the follower to have received an impulse, it will be noted that the air ahead of the follower, which has been drawn in through valve 8, will be compressed and driven out through valve 9 to the airtank ll as the piston moves forward. At the proper time the exhaust-port ai is uncovered, and the spent gases within the cylinder behind the piston begin to escape.l At this time the roller 26 on the end of the rock-shaft rides into depression 2l on the cam-ilange 20, causing arm 3l to operate to open the oil-vent 3S and permit the oil to enter the mixingchamber. The pressure in the cylinder is now lower than the air in the air-tank ll, and the air will enter the mixing-chamber, mix with the oil or vapor from the oil, raise the gravity-valve 15, and pass through the ignition chamber. The arrangement of the ports is such that at this time the followerrod has just reached dead-center in its forward stroke. The incoming charge will drive practically all the spent gases from the cylinder before the follower closes the exhaustport on its return stroke. The follower then compresses the new charge to the limit of its stroke, at which time the roller 26 on the rock-shaft rides onto the ridge 22 on the camfiange, causing arm 30 to lower, whereby the spring immediately moves the arm 3ft of the lever in the ignition-chamber to the contact-point 37. As the roller 2G rides OIT the ridge 22 the arm 30 returns quickly to its normal position, striking arm 33 and moving arm 3i from the contact-point. The sudden break of the circuit causes aspark which explodes the gas and gives the follower its impulse.

The strip of the cam-wheel is to insure a spark in the slow running of the engine in starting, it being somewhat longer than ridge 22, causing a greater and more decided movement of the sparking-lever 32; hence more certainly insuring the spark. Furthermore, as the strip 23 extends beyond the end of the ridge 22 the generation of the spark is thereby delayed until the piston is more nearly at a dead-center than when the engine is under speed and the spark generated by the ridge 22-that is to say, by the use of the strip the spark is generated just at orimmediately after dead-center position, so that in starting the engine no reverse movement of the piston occu rs, and the explosion occurs at a point when its force is most effective, necessitating less labor in starting the engine. The roekshaft through the cam-lever 27 is moved so that the roller 2G will ride onthe strip 23 instead of on the ridge 22 and be maintained in that position until the engine has gained speed, when the ridge 22 will be suficientto produce the result desired.

A sufficient outward movement of tho gov ernor-weights will cause the guard-plate2l to enterthe depression 2l in the cani-flange 20, preventing the roller ridingin the depression, and therefore stopping further admission of oil to the engine, thus automaticallycontrolling the speed of the engine, it being understood that the guard-plate 2l may be secured to the governor in variable positions to limit the engine to variable speeds.

39 is an ordinary needle-valve situated in the oil-inlet to regulate the quantity of oil admitted with the charge for the cylinder.

Having thus described my invention, what I claim is l. In a gas-engine, a cylinder, a piston, means for feeding a charge into the cylinder, an ignition-chamber,a sparking device in said chamber, a rock-shaft controlling the generation of a spark, a cam fixed on the main shaft and operating the rock-shaft, a cam-stripcarried by the camv to delay the spark-generating movement of the rock-shaft beyond the period of the normal operation of the cam, and means for moving the rock-shaft longitudinally to cause its coperation with said camstrip.

2. In a gas-engine, a cylinder, a piston therein, a mixing and ignition chamber arranged adjacent the cylinder and in communication therewith, sparking devices located in the ignition-chamber, a rock-shaft controlling the oil-feed and the sparking devices, and a cam secured on the main shaft, said cam having a depression to move the rock-shaft and operate the oil-feed and a ridge terminating in an incline off which the end of the rockshaftrides to operate the sparking devices.

3. In a gas-engine, a cylinder, a piston, an oil-inlet, a cam secured on the main shaft of the engine and formed with a depression, a rock-shaft intermediate the cam and oil-inlet to control the oil admission through the IOO IIO

depression of the cam, a governor secured adjacent the carn and a plate carried by the governor and moved into the depression of the cam at a predetermined speed of the engine to prevent oil admission.

4. In a gas-engine, a cylinder, a piston, means for feeding a charge into the cylinder, an ignitionchamber,a sparking device in said chamber, a rock-shaft controlling the generation of a spark, a cam fixed on the main shaft and operating the 'rock-shaft, and a cam-strip secured to the cam and adapted to move the rock-shaft in greater arc than when affected by the cam, said rock-shaft-being capable of longitudinal movement to coperate with said cam-strip, whereby generation of a spark in the starting of the engine is insured.

5. In a gas-engine, a cylinder, a piston, a mixing and an ignition chamber, an oil-inlet Within the mixing-chamber, a sparking device Within the ignitionchamber,a rock-shaft for controlling the oil-inlet and the sparking device, and a cam fixed to the main shaft of the engine and adapted to successively operate the oil-inlet and the sparking device.

6. In a gas-engine, a cylinder, a piston, a mixing and an ignition chamber, an oil-inlet and a sparking device Within said chamber, al lever controlling the oil-inlet, a lever controlling the sparking device, a rock-shaft for cooperation with said levers, a cam-wheel to operate the rock-shaft, said cam-Wheel being formed with a depression to move the rockshaft in one direction to open the oil-inlet and with a ridge to move the rock-shaft in the opposite direction to operate the sparking device.

In testimony whereof I have signed this specification in the presence of two subscribing Witnesses.

' JOHN S. LOSCH.

' Witnesses:

n H. K. WESTON, H. I. WESTON. 

